Service Manual FD300

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SERVICE MANUAL FD 300-3
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1. GENERAL DESCRIPTION
• The Model 6D24 engine delivers a maximum output of as high as 165kW. In addition to
such a high performance, sufficient considerations are given to economy, dependability,
noise reduction, and pollution – free operation.
• It feathres a total displacement of 11940 cc with a direct injection type combustion
system. The electronic – controlled injection pump governor delivers a steady, high
performance from low to high speed range, reducing harmful exhaausts and improving
fuel economy.
• Since cooling of the cylinder heads, liners, and pistons affects largely the durability of the
engine, due consideration has been given to their designs for improved engine
durability .
• The engine is coupled to the drive unit, and mounted on the frame through cushions as
shown in Fig follow.he
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STATE TURBOCHARGER ALTERNATER

R INJECTION
WATER TEMPERATURE SENSOR
PUMP
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FUEL SYSTEM
The fuel system consist
of a fuel tank integral
with frame, an injection
pump and fuel filter
To INJECTION PUMP
RETURN FUEL TANK
FUEL LEVER SENDER
Capacity : 600 liters
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The fuel level in the fuel tank is sensed by the level sender and displayed on the fuel meter on
the dash panel
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COOLING
INTERCOOLER
SYSTEM
The cooling
system consists of
a radiator, reserve
tank, water pump,
fan and thermostat.
The water pump
and fan are driven
OIL COOLER (FOR RESERVE TANK by the crankshaft
BRAKE) through the V-belt
to circulate the
RADIATOR cooling water
within the engine.
Between the
cooling fan and the
radiator are an
intercooler for
intake air cooling
and an oil cooler
for the brake
circuit.
OIL COOLER
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THERMOMETER
1. Reserve tank
The reserve tank holds the
cooling water over flown
from the radiator when
the temperature of the
cooling water becomes so
high, and returns it into
the radiator when the
cooling water in the
radiator cools down
TO RADIATOR
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Replacing cooling water
• Have 50 liters of coolant (30% concentration) on hand
• Park the truck on a level surfaceand shut off the engine
• Make sure the engine is sufficiently cool and then remove the radiator cap
• Put an oil receiving pan of 30 to 40 liter capacity under the rain cock at
the radiator side and loosen the drain cock
• Tighten the drain cocks securely at both the radiator and engine sides
• Drain the cooling water from the radiator tank
• Add coolant water in to the radiator
• When the cooling water level stops dropping, start the engine and let it
run at idling rpm for 1 to 2 minutes. If the cooling water level drop, add
the coolant
• Reinstall the radiator cap and add coolant in to the reserve tank to bring
level to the FULL mark
• Make sure the water temperature sensor indicator starts moving and the
cooling water level in the reserve tank rises.
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3. AIR CLEANER
The air cleaner, located at
the position in Figute .
To filter dirt and dust
out of the air being
drawn into the
engine.
The air enters the air
cleaner through the
rain cap is cleared og
dust or dirt by thee
filter element
RAIN CAP
AIR CLEANER
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4. EXHAUTST SYSTEM
The exhaust system has a construction shown in this figure, and it changes
high temperature, high pressure gases exhausted from the engine into low –
pressure gases by the muffler before discharging them in to the air
EXHAUST
ENGINE
MUFFLER
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ENGINE CONTROL SYSTEM
The engine control system is an electronic type that controls the engine by an electronic control unit
(ECU) and an electronic governor. The engine ECU controls the injection pump governor
according to the information from the accelerator pedal, a pair of speed sensors and a rack
position sensor.
1. Starting
Key switch in Acc position
When the key switch is turned to the “Acc” position, the Br terminal of the battery relay is connected
to the battery to supply battery voltage to the entire electric circuit, including the B terminal of
the starter and the engine ECU.
When the key switch is turned to the “ ST” position, the battery voltage is applied to the SW terminal
of the starter so that the starter drives the engine flywheel, pro vided that the H and J are
connected to each other by the neu tral relay and that the S terminal and the E terminal of the
safety relay are connected to each other.
As the engine runs successfully, the voltage at the P terminal of the safety relay increases to open
the S and E terminals of the sefety relay so thats the stater comes to stop. From that time on,
the stater won’t operate when the key switch is turned to the “ST” position as far as the safety
relay’s P terminal voltage is normal.
Valves Valve clearance Open Closed
Suction valve Cold: 0.4 mm 18o before TDC 50o after BDC
Exhaust valve Cold: 0.4mm 50o before BDC 18o after TDC
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CONTROL SLEEVE ENGINE SPEED ENGINE SPEED ACCELERATOR
SENSOR 2 SENSOR 2 SENSOR
CONTROL
RACK
POSITION
SENSOR ENGINE
ECU
LINEAR DC
MOTOR
ELECTRONIC
TIMER TIMER
CONTROL
VALVE
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3. Engine speed control
As the accelerator pedal is
pressed, the accelerator 24 mm
potentionmeter convers [0,95 in]
the amount of depression
into a voltage that is in PEDAL
turn outputted to the
engine ECU.
The engine ECU controls the
electronic govenor (RED–
4) according to the output
from the accelesrator
potentionmeter. The
engine speed is detected
by two speed sensors ENGINE
installed on the flywheel
housing and on the
electronic timer.
As mentioned above, engine
speed is properly
controlled by both the
engine ECU and the
electronic gonernor.
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Apply molybdenum
disulfide
FRONT
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4. Shutting off the engine
When the key switch is turned to “ OFF” position, the voltage
of the “ Starter SW- 1” and the “ Starter SW- 2” of the
engine ECU becomes 0 and thus the ECU detects thats the
key switch is in the OFF position, and stops the injection
pump from injecting fuel to shut off the engine.
5. ACCELERATOR PEDAL
The construction of the accelerator pedal assembly which
consists of a potentionmeter, switches, a lever, apushrod,
and a pedal.
The output of the potentionmeter is received by the electronic
control unit (ECU) which controls the actuator of the
electronic governor.
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TROUBLESHOOTING
1.Engine does not start
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TROUBLESHOOTING
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TROUBLESHOOTING
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TROUBLESHOOTING
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TROUBLESHOOTING
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TROUBLESHOOTING
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TROUBLESHOOTING
2.Engine starts up but
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TROUBLESHOOTING
2.Engine starts up but
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TROUBLESHOOTING
2.Engine starts up but works noisy
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TROUBLESHOOTING
2.Engine starts up but works noisy
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TROUBLESHOOTING
3.Low output
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TROUBLESHOOTING
3.Low output
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TROUBLESHOOTING
4.Low output
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TROUBLESHOOTING
4.Low output
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SPEED SENSOR CHARGING PUMP
COUNTER GEAR
A B
FWD/REV
CLUTCH SHAFT
TORQUE CONVERTER
1ST /2ND
CLUTCH SHAFT OUPUT SHAFT
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The drive unit is composed of a combination of a torque converter
and a power and a power- shift transmission and connected to
the engine.
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3 RD SPEED
CLUCH OIL
PRESSURE 1 ST SPEED
CLUCH OIL
PRESSURE
4 TH SPEED 2 ND SPEED
CLUCH OIL CLUCH OIL
PRESSURE PRESSURE
View locking from B

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REV CLUCH
CLUCH OIL
PRESSURE
ROTATION
SENSOR
FWD
CLUTCH
OIL OIL FILL
PRESSURE PORT
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2. TORQUE CONVERTER
The torque convertor is a 3- element, 1- stage, single- phase type consisting
of a pump wheel, turbine wheel and stator wheel with the filled with
torque converter oil supplied from the charging pump .
When the engine starts and the pump wheel rotates, the power is
transmitted to the torque converter oil inside the converter and then the
oil flows into the turbine wheel so that the power is transmitted to the
turbine wheel, passing through the transmission shaft, to the
transmission
Meanwhile, the torque converter oil which flows into the stator from the
turbine, charges its direction of flow when passing through the stator . At
the same time, reaction torque is produced and it is added to the turbine
wheel.
The reaction torque is maximum when the turbine shaft is at rest and
reduces as the turbine shaft rotates
The torque converter, as described above, is intended to automatically
change output torque according to the magnitude of load
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TURBINE WHEEL
DRIVE GEAR
STATOR WHEEL
TURBINE SHAFT
SEAL RING
STATOR HUB SEAL RING
PUMP WHEEL
STATOR SUPPORT
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3. TRANSMISSION
The transmission consists of three clutch shaft assemblies, each of which
converts the power from the torque converter and sends it to the drive axle
Clutch shaft assembly
There are three types of clutch shaft assemblies used for the truck : one for
forward/reverse travel, one for 1st /3rd speeds and one for 2nd speed. They
have the same hydraulic clutch pack design. Each clutch pack has inner and
outer disks, with the inner disks in mesh with the gears and the outer disks
with the clutch drum teeth.
The pressure oil from the control valve flows through the oil holes in the
shaft and gets into the piston of any clutch shaft assembly, which in turn
locks up the clutch pack, thus aggregating the clutch shaft and clutch hub
gear together to transmit the power to the drive axle.
With no pressure oil from the control valve, the piston is kept back by the
wave spring, unlocking the clutch pack so that no power is transmitted to
the drive axle
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PISTON WAVE SPRING OUTER DISK INNER DISK
FROM TRANSMISSION
CONTROL VALVE
CLUTCH SHAFT ASSEMBLY IN OPERATION
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Clearance WAVE SPRING
OUTER DISK
PISTON
INNER DISK
TRANSMISSION
CONTROL VALVE
CLUTCH SHAFT ASSEMBLY NOT IN OPERATION
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SPACE SNAP RING “O” RING OUTER DISK WAVE SPRING SNAP RING
SEAL RING INNER DISK
END
PISTON PLATE
DISK SPRING
BALL
FWD CLUTCH
OIL PRESSURE
SEAL RING
REV CLUTCH
OIL PRESSURE
FWD/REV CLUTCH SHAFT ASSEMBLY
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SNAP RING PISTON SEAL RING BALL OUTER DISK WAVE SPRING
INNER DISK
END
PLATE
3RD SPEED CLUTCH
OIL PRESSURE
1ST SPEED CLUTCH

OIL PRESSURE
1ST /3RD SPEED CLUTCH SHAFT ASSEMBLY
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SNAP RING WAVE SPRING INNER DISK OUTER DISK BALL
PISTON
END
PLATE
2ND SPEED CLUTCH SEAL RING
OIL PRESSURE
2ND SPEED CLUTCH SHAFT ASSEMBLY
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4. TRANSMISSION CONTROL
VALVE
The control valve serves to
select the traveling speed
range and the direction of
travel of the truck
selectively sending the
clutch oil to each clutch pack
The control valve consists of a
valve body and four
solenoid valves which are
activated by using the
transmission control switch.
The clutch oil pressure is
controlled by moving the
spools inside the valve.
The control valve is equipped
with modulation
mechanisms whose
characteristics are different
for different speed ranges.
In addition, it can be
manually operated if the
electric system fail to
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ADAPTER
SOLENOID
VALVE
SPRING
ADAPTER
SPOOL A
VALVE SELECT
BODY SPRING
F/R SELECTOR
SPOOL SPOOL B
SELECT
SPRING
Section A-A
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MANUAL SPOOL
(EMERGENCY TRAVEL SPOOL)
ORIFICE (FOR
SOLENOID
VALVE)
ORIFICE (W)
ORIFICE (Z)
ORIFICE (X)
Section D-D
ORIFICE (Y)
Section B-B
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VALVE BODY
REGULATOR SPOOL
SPRING PISTON
FLOW SENSING SPOOL

SPRING OUTER
SPRING
SPRING INNER
PIN
MODULATION SPOOL
ROD
ROD
SPRING, INNER
SPRING INNER
SPRING, CENTER
SPRING CENTER
SPRING, OUTER SPRING OUTER
LOAD PISTON H LOAD PISTON L
Section C-C
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F/R SELECT
SPOOL
R SOL.
F SOL.
To TORQUE
CONVERTER
SPOOL B
MANUAL
SPOOL
SPOOL A
FLOW SENSING
VALVE
MODULATION
From PUMP ACCUMULATOR

(LOAD PISTON)
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FORWARD TRAVEL
F R
3 1
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REVERSE TRAVEL
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1ST SPEED
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2ND SPEED
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3RD SPEED
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4 TH SPEED
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5. HYDRAULIC OIL PIPING
The oil used for the drive unit is supplied from the transmission case. As the engine
starts, the charging pump picks up oil from the transmission case through the
suction filter and sends it through the inline filter to the control valve. The
control valve divides the oil in to two flows with the regulator spool: one for
clutch operation and one for torque converter operation
The oil sent into the converter, after leaving the converter, flows into the radiator oil
cooler to get cooled down. After leaving the oil cooler, it flows through the
distributor cap to lubricate and cool the clutch disks, gears and bearings of each
clutch shaft assembly, before returning into the transmission case.
The oil is distributed through tubine outside the transmission case to the clutch
shaft assemblies and torque converter
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DRIVE UNIT
ENGINE
INLINE FILTER OIL COOLER
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6. PARKING BRAKE
The parking brake has a design shown fig, and is installed on the output shaft of
the 1ST/2nd clutch shaft assembly
When no oil pressure acts on the piston, the piston locks up the disks with the
spring to apply the parking brake.
When the oil pressure is applied, the piston moves to the right to unlock the disks
• Procedure for releasing parking brake manually
DANGER: Do not try to release the parking brake on a slope
1. Remove the plug
2. Remove the bolt for releasing the brake and remove the nut from the bolt.
3. Install the removed bolt for releasing the brake in to the threaded hole in the
center of the piston, through the hole from which the plug was removed
4. Turn the bolt clockwise. Give it 1/2 of a turn to a complete turn from the
positin where the rotation resistance force started increasing, to release the
parking brake
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PARKING BRAKE
BRAKE RELEASE PRESSURE
DISK HUB
SPRING
PISTON
PLUG
DISK BRAKE
BRAKE RELEASE BOLT
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7. HYDRAULIC OIL PRESSURE MEASUREMENT
• Preparations
Prior to measuring the hydraulic oil pressure, make sure the oil
temperature is within the range from 75 - 85o C (167 – 185o F). Ì
the oil temperature is not within the range, it is difficult to obtain a
correct measurement. Make sure to get an oil pressure of at least
2,5 – 5,0 Mpa (25-50 kgf/cm2) capacity
• Measurement procedure
Shut off the engine
Remove the plug from the port where you are going to measure its
pressure. Install the oil pressure gauge
Start engine and let its run at 2000 to 2200 rpm
Read the oil pressure gauge and record it
Let the engine run at idling rpm and then shut it off
Remove the oil pressure and reinstall the plug securely
• Measurement points and standard oil pressure
1. Torque converter
2. Hydraulic clutch parcks
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REV CLUTCH
OIL PRESSURE
FWD CLUTCH
OIL PRESSURE
2ND SPEED
CLUTCH OIL
PRESSURE
1ST SPEED
CLUTCH OIL
PRESSURE
3RD SPEED
CLUTCH OIL
PRESSURE
3RD SPEED
CLUTCH OIL
PRESSURE
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UNIT kPa (kgf/cm2) (psi)
INLET OIL PRESSURE 539 (5.5) (78.2)
OUTLET OIL PRESSURE 343 (3.5) (49.7)
INLET OIL PRESSURE
OUTLET OIL PRESSURE

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DRIVER UNIT
INLINE FILTER
OIL COOLER
HYDRAULIC OIL PIPING

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III. DRIVE AXLE
The drive axle consists of an axle housing, differential, wheel brakes,
wheel hubs and a final reduction gear is installed on the front part
of the frame.
The axle housing is roughly divided into two sections: the spindle
section to which the final reduction gear is installed; and the
housing to which the differential is installed. These two sections
are assembled with bolt. The wheel hub, fitted with a brake disk, is
installed on the spindle on the spindle with two taper roller
bearings
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BLEEDER
COOLING
OIL OUTLET
COOLING
OIL INLET
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BREATHE
R
DRAIN PLUG
OIL LEVER PLUG
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2. DIFFERENTAL
The contraction of the differential which compensates for the difference in the number of rotations
between the right and left wheels when the truck makes a turn.
The differential consists of a separate type cross case, a ring gear, drive pinion, side gears, four pinion
gears and a spider.
The drive pinion, supported by two taper roller bearings, is in mesh with the ring gear
CARIER
DRIVER PINION
TAPPER ROLLER
& RING GEAR
BEARING
TAPER
ROLLER BEARING
ROLLER
BEARING
PINION GEAR
HOUSING
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3. FINAL REDUCTION GEAR
The final reduction gear is a planetary type consisting of an internal
gear, sun gear, and planetary pinion gears and it is installed on
the wheel hub of the axle.
The sun gear is splined to the drive shaft and the internal gear
secured to the spindle through the hub. The pinion gears are
installed on the shafts passed in to the carrier.
The principle of power transmission is as follows :
When the sun gear turns, the rotation is transmitted to the pinion
gears and internal gear. However, since the internal gear is
secured to the spindle, the pinion gears revolve around the sun
gear while spinning themselves.
The pinion gears are installed on the carrier which is in turn fixed
to the wheel hub, and thus the power of the drive shaft causes
the wheel to turn
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SPACER CLAMP
WHEEL (rim)
(inside)
WHEEL (rim)
(out side)
WHEELS MOUNTED ON WHEEL HUB

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INTERNAL GEAR
SUN GEAR
PLANETARY
GEAR
NEEDLE
BEARING
SHAFT
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TROUBLESHOOTING
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TROUBLESHOOTING
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IV. BRAKE SYSTEM
The full hydraulic brake system controls the oil pressure supplied by the pump and
accumulator. It has two disk brake units installed in the drive axle, with are
controlled through the operation of the brake valve.
The charging valve controls the oil pressure charged into the accumulator.
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SLACK ADJUSTOR
BRAKE
PUMP
BRAKE VALVE
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FILTER
CHARGING
VALVE
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BRAKE BRAKE
VALVE VALVE
(right) (left)
PRESSURE
SWITCH
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To PRESSURE SWITCH
(rear)
To PRESSURE SWITCH
(front)
To BRAKE VALVE
To ACCUMULATOR 3
To ACCUMULATOR 2
From CHARGING VALVE
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2. VALVE BRAKE
Two brake valves are located under the floorboard
The right – side brake valves is provided with a
pilot port. It can also be operated by the left –
side brake valve.
The oil controlled by the brake valve at the left side
enters the pilot port in the brake valve at the
right side, and pushes down the piston in the
same way as when the pedal is pressed.
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BRAKE VALVE (for the right side)
PUSH RUD
PISTON
RETURN PORT PP
PORT T PILOT OIL PRESSSURE
From (LEFT BRAKE
SPOOL VALVE)
PLUNGER To SLACK ADJUSTOR

PORT B
From ACCUMULATOR
PORT A
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BRAKE VALVE (for the left side)
PUSH ROD
RETURN
PORT T
To BRAKER VALVE
(for the right side) From ACCUMULATOR
(PILOT OIL PRESSURE PORT A
PORT B
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(1) When the brake is not applied

When the brake valve is not actuated, the spool is
returned to the non – actuated position by the
spring 1,2 and 3 , with port B communicated to
port T
Since the communication between port A and port B
is cut off by the spool, hight – pressure oil is
maintained in the accumulator.
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(2) When the brake is applied
1) When the brake pedal is pressed, the push rod is pushed through
the roller. The push rod pushes dowwn the spool though springs 1
and 2
2) When the spool is pushed down, the communication between port
B and port T is cut off. If the spool is further pushed down, the
communication between port B and port A is established and the
high – pressure oil in the accummulator flows out from port A to
initiate braking action.
3) The pressure oil at the brake- port side works on the plunger built
in the spool, via the orifice in the spool, and becomes the force to
push back the spool (hydraulic counterforce). The sum of this and
controls the brake oil pressure at the brake- port side.
4) The deflection and load of springs 1 and 2 are fed back as stroke
and operating force of the brake pedal, giving operating feel to the
operator.
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(3) When the brake is release
1) When the brake operating force of the brake pedal released, the
spool is pushed back by spring 1,2 and 3.
2) Compressed springs 1 and 2 are loosened, and the spool is returned
to the non – actuated position by the sum of the hydraulic
counterforce, which worked on the plunger, and the load of spring
3. at this time, the communication between port B and port A is cut
off, while the communication between port A and port T is
established. Pressure oil at the brake – port side is discharged to
the tank port to release the braking action.
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2. SLACK ADJUSTOR
1) There may be a difference in wear betwwen the right and the left brake
disks, and the braking force of the two brake disks may also be uneven. A
worn brake disk will require a longer pedal strocke.
2) The slack adjustor has a structure shown in this Fig. It help stabilize the
braking force of the right and left disk brakes as well as keep the pedal
stroke of the two disks constant.
3) Fig as show down represents the slack adjustor in which the braking
force is at the maximum. When the braking force is loosened, the oil
returning from the disk brake pushes the piston to the left and returns to
the cylinder.
4) When the brake pedal is pressed again, the oil pressure in part B rises,
and the piston sends the oil in the cylinder to the disk brakes. At this
time, the piston moves all the way to the other end. If the pressure rises
further, oil opensthe check valve and flows directly to the disk brake.
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PISTON
CYLINDER
CHECK VALVE
BLEEDER VALVE
TO DISK
BRAKE
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3. ACCUMULATOR
1) The accumulator charges the oil
sent from the pump at high
pressure and supplies stable oil
pressure to the brake circuit
2) The truck has three sets of
accumulator : one used to charge
oil for the parking brake, and two
for the foot brake.
3) The oil pressure in the
accumulators is monitored by
two pressure switches, which
turn ON when the oil pressure
drops below the level required
for brake opertion.
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4. CHARGING VALVE
The charging valve determines whether the oil supplied by the pump will
be charged or not, accordingto the pressure in the accumulator. It
has a structure shown in this Fig:
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From PUMP
To TANK
ADJUSTMENT SCREW
SPOOL
POPPET ORIFICE 2
ORIFICE 1
PLUNGER
To ACCUMULATOR
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Operating Principle
• When the charging valve is not actuated, the spool is kept pushed back by
spring 1, and the pump port and the second port are closed
• When oil flows into the charging valve through the pump port, it is sent to the
accumulator port through orifice 1, raising the pressure in the accumulator port.
• Any excess flow moves the spool to the second port side and runs out to the
second port.
• The pressure at the accumulator port is led to inside the pressure governor,
through orifice 2. when the pressure at the accumulator port rises and spring 2,
engaged on the poppet, overcomes the load, the poppet opens to stop the rise
in the pressure at the accumulator port (cut – out pressure). At this time, the
pressure at the accumulator port to keep the poppet released
• The pressure in the accumulator drops and the plunger is pushed back by
spring 2, engaged on the poppet, the poppet closes andd the pressure at the
accumulator port starts rising again (cut – in pressure)
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5. BRAKE COOLING SYSTEM
• The brake cooling system, consisting of an
oil cooler, inline filter, pump and tank, cools
the disk brake assemblies on the front axle
with oil.
•The tank is installed separately in the rear
of the load – handling hydraulic oil tank
•The oil discharged from the pump enters
the disk brake, enter passing through the
filter and being cooled by ths oil cooler. The
oil discharged from the disk brake returns to
the tank for the brake cooling system.
•The oil cooler is installed in the lower rear
part of the radiator. The oil filter has a
structure shown in this Fig
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6. PARKING BRAKE BRAKE RELEASE PRESSURE
• the wet multi – plate
DISK HUB
disk parking brake is
SPRING
installed on the 1st/ 2nd
speed clutch shaft of the
transmission. PISTON
•When the parking
brake is applied, the
brake disks are locked
up by the force of the PLUG
built – in spring. The

parking brake is
released by the pressure
oil from the parking
brake valve. DISK BRAKE
BRAKE RELEASE BOLT
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OPERATION
(1) When the parking brake is applied
•The brake release oil pressure working on the brake piston is drained, the
brake piston is moved by the spring force to lock up the brake disks.
•The inner periphery of the brake disks meshes with the transmission shaft
through the disk hub, while the outer periphery of the brake plates meshes
with the brake housing.
•As a result. The brake disks locked up by the brake plates stop rotating, then
the transmission shaft stops through the disk hub, bringing the truck to a
stops.
(2) When the parking brake is released
•When the brake release oil pressure is sent to behind the brake piston
overcomes the spring force and moves
•The produces a clearance between each disks so that the brake disks can
rotate freely to release the parking brake.
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Manual releasing of the parking brake (emergency measure)
•If the parking brake cannot be released by the parking brake switch due to
trouble in the pump of other components, mechanically release the parking
brake by hand, using the parking brake release bolt.
!
Manual releasing of the parking brake should be kept to a minimum. It
should be conducted only when the truck needs to be moved in an
emergency or to avoid an abnormal situation. Be sure to always block the
wheels when releasing the parking brake with the truck on a grade or an
incline.
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Operation proceduce
1. Remove the parking brake release
bolt (1) which is installed on the
parking brake cap in the
transmission
2. Also remove the plug installed in the
center of the parking brake cap.
3. Insert the parking brake release bolt
(1) through the hole provided after
removing the plug in step 2 in to the
threaded hole in the center of the
brake piston (3) as shown in the
right sketch
4. Tighten the parking brake release
bolt (1) to return the brake piston,
releasing the disk brake BOLT FOR RELEASING PLUG
04/08/2019 THE PARKING BRAKE
LOW PRESSURE
BREAK LAMP SWITCH
SWITCH
BRAKE VALVE (right)

BRAKE VALVE
(left)
SLACK ADJUSTOR
To DRIVE AXLE
(right) To DRIVE AXLE (left)
04/08/2019
MAIN PUMP
PRESSURE
SWITCH
ACCUMULATOR (3)
To BRAKE
VALVE
ACCUMULATOR
(2)
CHECK VALVE
ACCUMULATOR (1)
OIL FILTER
CHARGING
04/08/2019
VALVE
BRAKE VALVE
To OIL TANK
To ACCUMULATOR
CHARGING
VALVE
04/08/2019
V. STEERING SYSTEM
04/08/2019
1.GENERAL DESCRIPTION
The steering system is
hydrostatic type steering
the truck with rear wheels,
and consists primarily of a
steering wheel, an orbitrol,
a priority valve, a steering
axle and a steering
cylinder.
2.STEERING WHEEL
ASSEMBLY
The steering wheel post is
supported with the pin at
the point A and by the
point B. the tilt angle
between the steering
wheel post can be changed
around the point A
04/08/2019
3. ORBITROL
The orbitrol sends the pressure oil from the pump RETAINING RING CENTERING SPRING
selectively to the steering cylinders. It consists THRUST BALL
primarily of a control valve and a metering NEEDLE
device .
BEARING
The control valve used in the Orbitrol is not an RACE
ordinary spool valve whose spool moves in the
axial direction, but a rotary valve which consists SPOOL
of a sleeve and spool that rotate together PIN
forming different oil passages through the
SLEEVE
combination of their oil holes. The valve
housing is provided with four ports which lead SPACER
to the pump, tank, right and left chambers of PLATE
the cylinder. Between the in let port and return UPPER
port is a check valve GEROTOR
The metering device consists of an internally
LOWER
toothed stator and an externally toothed rotor. GEROTOR
During normal operation it operates as an oil
motor. In an emergency, it can be used as hand DRIVER
pump. The rotor is mechanically linked with the SCREW
sleeve through the driver with the sleeve
through the driver shaft so that feedback END CAP
operation is possible. The sleeve is interlocked RETAINER SCREW
04/08/2019
with the motor(s rotor through the cross pin
4. OPERATION OF ORBITROL
NEUTRAL STATE
When the steering wheel is at “NEUTRAL” state
the oil from pump flows through the oil
passage (1) to the oil groove (2). The outer
periphery of the sleeve has 24 oil holes (3) that
communicate with the spool holes (4). There
fore, the oil that enters the oil groove (2) flows
through the oil holes (3) and (4) to the gap (5)
OUT IN
between spool and drive shaft. Then it flows
through the spool groove (6) and the sleeve
TANK
groove (7) back into the oil tank.
Since the cylinder ports (20) and (21) respectively
communicate with the sleeve holes (18) and
(17) not with either the spool grooves (16) or
(19), the oil in the cylinder does not flow.
The oil passage (15) that lead to the hydraulic
motor communicate with the sleeves holes
(14) for the hydraulic motor. The oil passage
(15), however, does not communicate with
OUT IN
04/08/2019
either the spool grooves (13) or (16) so that
the oil does not flow
COUNTERCLOCKWISE TURNING
OF STEERING WHEEL
When the steering wheel is turned in the
counterclockwise direction, the spool
grooves shift to the left in relation to the
sleeve holes and grooves so that the spool
holes (4) do not align with the sleeve holes
(3). As result of this, the oil that flows into
OUT IN
the oil groove (2) is directed to the sleeve
holes (14) and housing oil passage (15) to
TANK the hydraulic motor. This allows the
hydraulic motor to rotate in the
counterclockwise direction. The oil
discharged from the hydraulic motor flows
through the sleeve holes (18) to the
housing cylinder port (L) to actuate the
steering cylinder .
The oil returning from the cylinder flows
through the cylinder port (R), housing
OUT IN groove (11), sleeve holes (17) spool groove
04/08/2019
(19), sleeve holes (22) and housing groove
CLOCKWISE TURNING OF STEERING WHEEL
When the steering wheel is turned in the
clockwise direction, the spool grooves shift
to the right in relation to the sleeve holes
and grooves so that the spool holes (4) do
not align with the sleeve holes (3). As
result of this, the oil that flows into the oil
OUT IN groove (2) is directed to the sleeve holes
(12) and then flows through the spool (23)
TANK and (13) sleeve holes (14), spool groove
(16) and sleeve holes (17) to the cylinder
port (R) in the housing to actuate the
cylinder.
The oil returning from the cylinder flows
through the cylinder port (L), housing
groove (10), sleeve holes (18), spool
groove (19), sleeve holes (22) and housing
OUT IN
04/08/2019 groove (9) to the oil tank
5. RELATION BEWEEN
ROTATIONAL SPEED AND
OPERATING FORCE ROTOR
In principle, the force required CHECK
to operate the Orbitrol is VALVE
only the force to charge
over the valve, i.e. the
CENTERING
force of compressing the SPRING
centering spring as large
as 2.9 N.m . In other
words, since there is no
mechanical connection
between the steering
wheel and the tires and DRIVE
only the spring SHAFT
compressing force is SLEEVE
required, constant
COLUMN
steering force is kept even SPOOL
at an increased rotational
Howspeed..
ever, if the amount of oil discharged from the pump reduces below the amount of oil
necessary for the operation of the Orbitrol, the rotor which is usually actuated by the oil
supplied from the steering pump is moved by steering wheel operation, resulting in heavy
steering.
04/08/2019
6. NEUTRAL FEEDBACK OF CENTERING SPRING CHECK VALVE ROTOR
ORBITROL
The neutral feedback of the
orbitrol is performed by
switching the oil passages of
the valve through the
reactions force of the
centering spring. (when the NEUTRAL
steering wheel is turned and
then released with the
engine at rest, the steering
DRIVE
wheel returns to the initial
SHAFT
position). Unless the neutral
feedback is completely SLEEVE
performed, the wheel may
be turned, even though the COLUMN SPOOL
operator
STEERING WHENdoesPUMP
not IS
turn the
DEFECTIVE
steering
When wheel
the pump fails to supply hydraulic oil, the orbitrol serves as an emergency hand steering
device. When the steering wheel is turned, the spool rotates the rotor. Thus, the metering
device serves as a steering wheel pump to supply oil to the cylinder. In this case the check valve
provided between the return port and the suction port opens, so that oil flows from the cylinder
to the suction side, there by effecting emergency steering.
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7. PRIORITY VALVE
Poppet Body Valve seat Ring Screen
Priority valve is
Spring
installed between
Spring guide the steering
pump and the
orbitrol to reduce
T fluctuations in
pump discharge
caused when the
LS engine speed
varies, there by
Adjustment assuring constant
screw steering wheel
operating force
and steering
speed.
Housing Spring Spool EF CF The priority valve also
has a load sensing
function which
allows the
amount of oil
required for the
steering system
04/08/2019 to flow to the CF
8. Operation of the load sensing system
The load sensing system sends only the STEERING
amount of oil required for steering CYLINDER
operation from the total discharge of R L
the main pump, to the Orbitrol and STEERING
WHEEL
sends the remaining amount of oil not
required for steering operation to the
hydraulic system (control valve). For
example, when the steering wheel is in ORBITROL LS T To CONTROL
neutral, almost all the oil discharged VALVE
P
from the main pump flows to the
CF EF
control valve for driving the load
handling system. The load sensing
system serves to use the oil discharge LS
from the main pump while producing
1 2
energy saving of hydraulic system. T
P
When the steering wheel is in neutral PRIORITY VALVE
(with engine stopped)
MAIN PUMP ENGINE
When the engine is at rest, the priority
valve spool (1) is pushed to the left by
the control spring (2) so that the CF
port is opened fully and the EF port is
04/08/2019
closed completely
9. When the steering wheel is in
neutral (with the engine
running)
R L
The pressure oil from the steering
pump flows through the P port of
the priority valve into the
Orbitrol. It passes through the
inner throttle Co and T port, back
LS T
into the oil tank.
P
In this state, there occurs a pressure
C1
difference across the inner CF EF
throttle Co of the Orbitrol in the
pressure chambers A and B of LS
the priority valve, so that the
spool (1) is moved 1 to the right 1 2
T
shown as the fig. P
Therefore, the EF port of the priority
valve is opened fully and the CF A B C2 C3
port is slightly opened. Almost all
the oil discharged from the
steering pump returns to the
04/08/2019
tank through the main valve.
10. When the steering wheel is turned
When the steering wheel is turned from
the neutral position, The oil passages in
the Orbitrol are switched over. As a result,
the oil that flows from the P port of the R L
Orbitrol passes through the throttle C1. At
this time, since the pressure difference
across the throttle C1 is transmitted to the
pressure chambers A and B of the priority
valve respectively, the spool (1) moves to
the position where the differential C4 LS T
pressure of the pressure chambers A and B P
is balanced with the control spring (2) C1
force, thus setting the rate of division of CF EF
steering pump discharge oil to the ports CF
and EF.
The extent of opening of the throttle C1 in LS
the Orbitrol depends on the speed at 1 2
which the steering wheel is turned. When T
the steering wheel is turned quickly, the P
extent of opening is large whereas when
the steering wheel is turned slowly, the A B C2 C3
extent of opening is small. There fore,
when the steering wheel is turned slowly,
much oil flows into the CF port so that the
steering speed increases
04/08/2019
11. When the steering wheel is at
stroke end
When the steering wheel is turned
until the steering cylinder reaches R L
the stroke end, there are no oil
flows across the throttle C1 of the
Orbitrol , due to which the
pressure difference also
disappears. LS T
C4
Consequently, the pressure in the
pressure chamber B of the priority P
C1
valve rises along with the pressure CF EF
in the circuit, and the relief valve
(3) operates to decrease the
pressure in the pressure chamber LS
B. 1 2
In this state, the pressure in the T
P
pressure chambers A and B of the
priority valve is controlled by the C2 C3
A B 3
throttle C2 and the spool (1) moves
to the right to close the CF port
and open the EF port almost fully.
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12. When the steering wheel is at stroke end
The steering cylinder is installed in the steering axle and is operated by the hydraulic oil
controlled by the Orbitrol.
The piston rod end is connected to the knuckle with a pin while the cylinder tail the
center of the steering axle with a pin
The cylinder cap has a bushing, oil seal, and dust seal and is installed onto the cylinder
Spherical Dust Rod Rod “O” Circlip Piston Wear Cylinder Wear
bushing seal cover seal ring seal ring ring
Piston rod “O” ring Collar Du bushing
04/08/2019
KNUCKLE KNUCKLE 13. STEERING AXLE

(LEFT) (RIGHT) The
steering axle is
an Elliot type of
weld
construction
and consists of
STEERING
WHEEL a center arm,
tie rods,
knuckles and
OIL SEAL steering
cylinder
PIN The
steering axle is
installed to rear
part of the
frame through
bushings with
04/08/2019 two support
Thrust “O” ring King pin Cap

14. KNUCKLE AND KING PIN
bearing The knuckle is install
Bushing on each end of the
steering axle with a king
Oil seal pin which is in supported
by a bushing on the
steering axle.
The knuckle has a
wheel hub installed on
the spindle with two
Lock taper roller bearings. The
washe hub contains grease filled
r for lubricating the
Lock
nut
bearings.
The king pin is
Adjustment nut secured to the knuckle
with a taper pin. The area
Taper roller
which comes in contact
bearing (out) Oil seal Pin with the bushing has
grease filled for
lubricating the “o” ring
04/08/2019
and the oil seal.
15. DISASSEMBLING ORBITROL
Prior to attempting to disassembly the
orbitrol, clean the exterior of the unit and
select a clean working place
1) Hold the flange of the orbitrol in a vise
Screw
End cap
2) Remove the bolts securing the end
cap and remove the end cap
Oil ring
04/08/2019
3) Remove the rotor set from housing. ‘O’ ring

Use caution so as not to lose the star in the
rotor set.
Remove the ‘O’ ring from the spacer and the
rotor set in the star
‘O’ ring Rotor set
Spacer
4) Remove the spacer place and the

drive from the housing
Spacer place
Drive
04/08/2019
5) Remove the housing from the vise and put
it on clean cloth with the machined surface
down.
remove the retaining ring from the
housing by first prying its end off with a
small screwdriver
Seal gland
bushing
“X” ring
seal
Dust
seal
6) Turn the spool and sleeve so that
the pin is parallel with the port
surface. Then push the spool and
sleeve into the housing, removing
the seal gland bushing from the
housing.
7) Remove the “X” ring seal and the
dust seal from the seal gland
bushing
04/08/2019
8) Remove the thrust bearing
Bearing Bearing
race race
Thrust needle
breaking
9) Remove the spool and sleeve from the housing in the

direction indicated by arrow. Remove the pin from the
spool and sleeve assembly
04/08/2019
10) Remove the spool a part way from the sleeve and remove the
centering spring from the spool
04/08/2019
16. REASSEMBLING OF ORBITROL
Inspect the contact surface of
all parts for scores, scratches of SPRING
brush which would cause oil leak if GROOVE
neglected and if unsatisfactory, CONTROL
replace with new ones. Clean all SLEEVE
metallic parts and dry with SPRING
GROOVE
compressed air. For drying
purpose, do not use cloth or paper,
otherwise lint or paper dust sticks
on the surface and would cause
trouble in the hydraulic equipment.
Replace the “O” rings and seals
with new ones
CONTROL
1) After applying LOCTITE #242 on the SPOOL
threaded part, tighten the set
screw with an allen wrench
2) Align the grooves in the spool with
those in the sleeve and put the POSITIONING
spool in to the sleeve, turning the MARK
spool slowly
04/08/2019
3. Align the grooves in the spool with

that in the sleeve and put them on a
plane plate. Install the spring
PIN
4. Insert the pin through the spool

and sleeve holes
04/08/2019
5. Insert the spool and sleeve assembly in
the housing front rear side. Use
caution not to allow the sleeve
assembly end face to go farther inside
from the housing shoulder surface
THRUST
NEEDLE
BEARING BEARING
RACE
6. Install the thrust bearing and

“O” “O” ring on the housing
RING
04/08/2019
7. Install the thrust bearing and “O” ring
on the gland bushing
RETAINING
RING
SCREWDRIVER RETAINING
RING
DUST SEAL
SEAL GLAND
BUSHING
SEAL GALAND (W.SEAL)
BUSHING
“X’ RING
SEAL
“O”RING 8. Install the seal gland bushing in

to the spool, turning the letter
slowly. Driver the bushing in
place with a plastic mallet. Install
the retaining ring on the housing
04/08/2019
9. Hold the housing in a wise. Make

sure that the end faces of the
sleeve and spool are sunk from
the housing surface
10. Install the “O” ring on the

housing. Clean the surfaces of the
housing and spacer plate, then
put the spacer plate on the
housing
04/08/2019
11) Turn the spool and sleeve assembly
so that the port surface is parallel to
the pin and install the drive. Draw a “O” RING
line on the drive’s spline end face,
parallel to the pin
This step is important. Follow
! the procedure correctly
PORT SURFACE DRIVE
ROTOR SET
Pin parallel to
port surface
12) Install the “O” ring on the rotor set

PIN
04/08/2019
13) Putting the “O” ring side
of the rotor set toward A
the spacer plate side,
B
place the rotor on the ROOT OF ROTOR
SET STAR
housing with the star’s
root aligned with the C
D
driver. Then, securing
the engagement of the
drive and the star, align
the bolt holts in the DRIVE
rotor set with those in (Draw a line)
the housing.
This step is important.

Follow the procedure
! correctly PIN PORT SURFACE
04/08/2019
14) Install the

“O” RING
spacer in the
SPACER
rotor set and
attach the “O”
ring on the end
cap
SCREW
END CAP
15) Put the end cap on the rotor set and align the bolt
holes with each other. Apply oil on the threaded part
of each bolt and tighten them to the torque of 14,7 N-
m. then tighten them to the torque of 25,5 to 28,4 N-
m in the order indicated in this fig
04/08/2019
16. MEASURING POWER STEERING OIL PRESSURE
1) Park the truck on a level surface and apply the parking brake
2) Make sure that the temperature of the hydraulic oil is 50 to 60 o C
3) Turn the steering wheel in the clock wise direction to bring the steering cylinder to it
stroke end
4) Lower the forks on the ground surface, shut off the engine and block the driver wheels
5) Remove the power steering oil pressure measurement plug and install a pressure
gauge(25 Mpa)
6) Start the engine, turn the steering wheel and measure the oil pressure at which the
priority valve is relieved.
7) After measurement, shut off the engine and remove the pressure gauge
8) Apply LOCTITE#572 on the threaded part of the plug and reinstall the plug in the original
position, using caution to prevent the entrance of the sealing agent into the circuit.
9) Start the engine and make sure there is no oil leakage from the plug. Shut off the engine.
04/08/2019
17. ADJUSTING POWER STEERING OIL PRESSURE
1) Remove the low pressure hose connected to the T port of the priority valve along
with the adapter.
2) Turn the adjustment screw in the T port to adjust the relief pressure. Tighten the
screw when the pressure low and loosen it when high.
Note: Each complete

ADJUSTMENT TOOL turn of the
Allen wrench 7/32
adjustment screw
or 5,5 mm
changes the relief
pressure
approximately 6,9
Mpa (70 kgf/cm2)
3) Connect the
adapter and low
pressure hose
4) Check the pressure
ADJUSTMENT SCREW setting. If it is not
proper, adjust the
setting again
04/08/2019
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VI. HYDRAULIC SYSTEM
The hydraulic system consists primarily of an oil tank, a main pump, a control valve,
two lift cylinders and two tilt cylinder.
04/08/2019
2. OIL TANK
The oil tank has a structure as shown in this fig, and is welded to the right side as a part of it.
The proper oil level of the tank varies according to the maximum lift height of the mast
installed to the truck, so that the gauge for checking the proper oil level is installed on
the side of the tank.
The truck is provided with a suction filter at its bottom to prevent dust in the oil from
coming into the circuit. It also has return filter that removes metallic powder in the
circuit.
04/08/2019
3. MAIN PUMP
The main pump is a gear –
type dual – pump unit
which is installed on the
torque converter housing.
As the engine runs, the
main pump unit is driven
to pick up oil from the oil
tank and sends it to the
control valve. The two gear
pumps have the same
structure, with one suction
port and two discharge
ports. The main pump unit
employs a floating type
pressure so that an
optimum clearance
between the gear flank
and the pressure plate can
be achieved according to
04/08/2019
4. CONTROL VALVE
The control valve is a 2-
spool sliding type
consisting of two
spools for lift and
tilt, a valve housing
and relief valve. The
tilt spool has a tilt B
lock valve
incorporated
04/08/2019
COVER PARKING
BOLT SPRING
A
RETAINER
SPRING
SPRING
DISTANCE
PIECE PLUG
“O” RING
PLUNGER
PLUNGER
PARKING
A SPOOL
Cross section view A-A

04/08/2019
5. VALVE CONTROL
Each spool of the control valve is operated by the levers . The levers are arranged on a shaft supported with a
bracket which is installed on the cabinet the movement of each lever is transmitted through the cable to
the spool. The control valve is installed under the floor along with a priority valve, through a bracket
TILT LEVER LIFT LEVER
ROD
PRIORITY
VALVE
CONTROL
VALVE
04/08/2019
6. LIFT CYLINDER
The lift cylinder are of the single acting piston type and installed at the rear side of
each outer channel. Each lift cylinder consists primarily of a cylinder, a piston
rod, a cylinder cap and packings. The piston rod and piston are assembled
with a snap ring. The piston is given a wear ring and a parking on its outer
circumference. The cylinder supports the piston rod through a bushing to
prevent corrosion in the cylinder with a parking inside and an “O” ring on the
outer periphery
DUST SEAL
“O” RING
PACKING WEAR RING
COVER BUSHING
“O” RING
04/08/2019
BEARING
PACKING
“O” RING SPRING PISTON
04/08/2019
7. FLOW REGULATOR VALVE
The flow regulator valve is located between
E SLEEVE
the control valve and the two lift
cylinder to let the forks at a constant
speed regardless of whether loaded or D “O” RING
not loaded. It consists of a piston, a
sleeve, a spring and a valve body. SNAP RING
The oil delivered from the control valve C
flows through chambers A and opening
B, chamber C, opening D, and chamber SPRING
E in to the lift cylinders. When the B
control valve id switched to the down PISTON
position, the oil in the lift cylinder flows A
through chamber E into chamber C.
The pressure in chamber E becomes
PLUG
higher than the pressure in chamber E
overcomes the spring force, the piston
moves to the right, narrowing down
the opening B. the higher the
differential pressure between chamber “O” RING
E and C, the smaller the opening B
becomes. The amount of oil passing
through the opening B is controlled by
the pressure difference between
chambers C and E
04/08/2019
8. TILT CYLINDER
Figure as below shows the construction of the tilt cylinder. The piston rod is secured to the outer channel
and the cylinder tail to the frame with a pin, respectively.
The piston rod is given a joint which allows the adjustment of the piston rod lengths.
When the tilt lever is pulled back, the oil flows into the piston rod side of the cylinder, contracting the piston
rod . At the same time the oil at the cylinder tail, expending the piston rod. The oil at the piston side is
forced out of the cylinder to return to the oil tank.
JOINT LOCK NUT “O” RING CYLINDER CAP CYLINDER WEAR RING
DUST SEAL PACKING BUSHING PACKING PISTON ROD
04/08/2019
9. DISASSEMBLING GEAR PUMP
Before proceeding to disassembly of the gear pump, remove dirt from the pump surface and
the drive shaft. Put disassembled parts in order on a clean paper or cloth and use caution
not to contaminate or damaged them. The disassembling is as follows:
1) Hold the flange of the pump in a vise with flange surface down
2) Remove the assembling nut and the washer stud bolt. Disassembly and reassembly can be
easily done by removing the stud bolt.
3) Pull the cover in the axial direction and remove it. If the cover is too tight to remove, tap it
out with a mallet. It is unnecessary to remove the dowel from the cover.
4) Remove the seals and the isolation plate and the “O” ring at the cover side.
5) Remove the pressure plate. Raise the shafts of the rear drive gear and driven gear slightly
and with draw them.
6) Remove the pressure plate from the bottom of the gear plate. During this procedure, do
not tilt the pressure plate. If the pressure plate is stuck and can not be removed, insert the
rear drive gear in to the gear plate by holding its spline area and pushing the higher part of
the pressure plate lightly into the initial position. Then try to remove the pressure plate
again.
7) Remove the seals and isolation plate from the bottom of the gear plate.
8) Tap the circumference of the gear plate and the center plate. It is unnecessary to remove
them
04/08/2019
9. DISASSEMBLING GEAR PUMP
10) Remove the “O” ring from the
mating surface of the center plate. SCREWDRIVER
It is unnecessary to remove the
dowel from the center plate.
11) Pull the spline coupling out from
the suction port of the center
plate.
12) Disassemble the front pump in the
same procedure as for the items
from 5) to 8) above.
13) Remove “O” ring, snap ring and oil
seal from the mounting flange. It is
unnecessary to remove the dowel.
14) Tap the oil seal with a flat – bladed
screwdriver to let it come out.
Remove the snap ring. At this time,
use caution not to damaged the
bearing hole or the oil seal press-
fitting hole
04/08/2019
10. INSPECTION AND REPAIR
Check disassembled parts on the contamination or discoloration and then wash them with
kerosene. However, do not immerse rubber parts in kerosene.
Proceed with the inspection on the following points, and repair or replace parts if abnormality is
found at them
1) Gear plates
DISCHARGE
The gear plates are so designed that the CHAMBER
gears rotate monthly while the gear
teeth are lightly touching the gear
plate to obtain a good rotation
efficiency. Accordingly, the gear plates,
a
once used, surely get fine scraping
traces around the inlet port.
The normal length of scraping trace is less
than ½ of the inner periphery of the
gear hole, and normal depth “a” is less
than 0.05 mm. if the depth “a”
exceeds 0.15 mm, the gear shaft or the
bearing is considered to be worn
significantly. Check, therefore, also
these parts carefully at all times . If the SUCTION CONTACT
CHAMBER BEARING
depth “a” is found to be over 0.15 mm,
replace the gear assembly with a new
one
04/08/2019
2) Drive gears, the driven gears
As long as clear hydraulic oil is used, the gear shaft and gear flank will get least damage, assuring
smooth gear contact . If there faces are roughed enough to hitch on a nail, the root of tooth
is cracked or the tooth surface is worn unevenly, replace the gear with new one
If the gear shaft diameter “d” is diminished to less than 31.627 mm dia, replace the gear with
new one.
04/08/2019
3) Pressure plate
As show in this fig, the normal pressure plate appears lustrous at the copper alloy side.
If the following abnormalities the found when the pressure plate is disassembled, replace it with
new one.
Many scraping traces hitching on a nail are found at the copper alloy surface, appearing coarse.
The thickness of the plate diminished to less than 6.656 mm
SUCTION
SIDE
DISCHARGE
SIDE
04/08/2019
4) Mounting flange, cover and Suction Shaft contact

center plate side
As for these parts, check the degree
of uneven wear of bearings.
Since the teflon layer having a bluish
gray appearance is soft, handle
it with care not to give damage.
If the teflon layer is worn to such an
extent that the brown colored
ground is exposed for more than
150o in the direction to the
bearing periphery, replace them
with new ones.
Be sure to replace the “O” ring, plate
steal, back up plate and oil seal
Discharge
with new ones when side
Slide bearing
disassembled
04/08/2019
11. REASSEMBLY OF GEAR PUMP
1) Clean all disassembly parts.
2) Direct the spigot boss of the mounting flange downwards and hold the casting part in a vise.
3) Make sure that the two dowel pins are duly inserted. If not, insert them.
4) Set the “O” ring into the groove of the mounting flange. At this time, be sure to fit the four
small tips provided inside the “O” ring surely into the groove.
5) Mount the gear plate over the mounting flange while positioning the plate with use of the
two dowel pins. If the dowel pins are hard to insert, tap them lightly with a wooden
hammer.
6) Insert the isolation plate to the far end of the gear plate
7) Insert the plate seal and the back up plate in combination deep into the gear plate.
8) Insert the pressure plate with its copper alloy face being directed upwards, deep into the
gear plate, paying attention to the direction of pressure plate suction side and discharge
side. If the pressure plate is slanted and hard to move, grasp the driver shaft end of the
front drive gear to insert it into the gear plate, and press it lightly at its highest part to
facilitate insertion work.
9) Insert the front drive gear and driven gear. After the insertion, apply about 5 cc of hydraulic
oil to the gear grooves.
10) Insert the pressure plate with its copper alloy face being directed downward, into the gear
plate, paying attention to direction of suction side and discharge side.
11) Insert the isolation plate, plate seal and back up plate.
12) Make sure that the isolation plate, plate seal and back up plate are not displaced from the
correct positions.
04/08/2019
13) Make sure that the four dowel pins are duly inserted in center plate. If not, insert them
14) Fit the “O” ring into the groove of the center plate. Insert the “O” ring as to fit its small lips
surely in the groove
15) Put a prop of about 10 mm on the upper face of the gear plate, and the center plate, with
its discharge side facing downwards, gently over the gear plate. At this time, put your
finger into the bearing hole, through which the rear drive gear of the center plate is
supposed to be inserted, to fit the spline coupling into the spline of the front drive gear.
Remove the support and push in the
center plate. If the center plate cannot
be pushed in completely with its rear Gear tooth of Gear tooth
end projected more than about 3mm, it front pump of rear pump
is suspected that the plate seal, back up
or isolation plate has not been properly
installed. Start reassembly again from
step.
16) Reassemble the rear pump in the same
procedure as for the front pump. Fit the
rear drive gear into the spline coupling
so that the teeth drive gear and those
of front drive gear are arranged
alternately as shown in this fig
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17) When the rear pump has been reassembled, secure it by the stud bolts screwing their
shorter shanks with tightening torque of 29.4 – 49 N-m {3.0 – 5.0 kgf-m}. Wet the thread of
the bolts by spray of anti rust oil
18) Set the washer and the nut to the longer shank of the stud bolt and tighten it to torque of
132.4- 137.3 N-m {13.5 – 14 kgf-m}
19) Then unclamp the pump from the vise, and fit the oil seal and snap ring. Apply lithium
grease spraingly to the lip of the oil seal. When press fitting the oil seal, use care not to
damage the seal lip as well as not to slant
it. To protect the oil seal lip from damage,
Pump DUST
it is wise way to wrap up the drive gear LIP
inside
shaft end with sealing tape. In this case
never fail to remove the tape afterwards.
It is recommended to use a jig as shown
in below fig. which assures the correct oil
seal press fitting work
20) Turn the drive gear shaft end with a tool.
When it is turned easily by hand, no
foreign matters nor seals may be involved
(if they are involved, the shaft end will
not be turned by hand. In this case ,
resume the disassembly and reassembly) SEAL LIP GEAR SHAFT
04/08/2019
12. CHECK PUMP
The pump reassembly is completed with the step above. However, check the pump to see if the
assembly and the rotating direction of the pump are not wrong before mounting it to the
truck.
Check the following points when mounting the main pump unit to the truck.
1) Check weather or not there is any defect in the spigot boss which becomes the reference
point for centering
2) Check weather or not there are any damage or dusts on the fitting face of the mounting
flange
3) Check weather or not there is any damage or dusts on the flanged parts of the pipes
Beside, pay attention to the following points for reassembly:
1) The position and the direction of the reassembled gear plates, driven gear, and pressure
plate should be some as those before disassembly. Particularly, as for driven gears, the
engagement with the drive gear before disassembly should be assured. (it is
recommended, at the time of disassembly, to make match marks at the shaft ends of the
drive gear and driven gear, using oil stone, etc)
2) When replacing any one of the mounting flange, center place and cover, be sure to replace
also the drive gear and driven gears, with new one. If such replacement is neglected, the
specified discharge may not be attained
04/08/2019
13. TEST RUN

Test run is to be conducted for break in operation of the pump as well as to check
weather the reassembled pump experts the specified performance or not.
The best way to conduct the test run is to do it on the exclusive test stand. However,
it may be conducted in “on the machine” state. The “on the machine” test run
should be conducted in the following order. If the pump is found seized by heat
or abnormally worn inside, change the hydraulic oil and replace the filter
1) Install a pressure gauge at the P port of the control valve.
2) Run the engine at 500 – 1000 rpm with the control valve set at the neutral
position. Make sure the pressure gauge reads a pressure of 0.98 Mpa {10
kgf/cm2) operate the pump for 10 min in this condition.
3) Accelerate thereafter the rotating speed up to 1500 – 2000 rpm and operate the
pump without load for additional 10 min in the same condition as in step 2
04/08/2019
13. TEST RUN

4) Check the oil temperature, pump surface temperature and operating noise
while increasing the oil pressure. If the oil temperature on the pump surface
temperature rises abnormally, unload the pump to lower the temperature to
normal state, and proceed with the operation.
5) Operate the pump at the same rpm while increasing the pressure by 2 – 3 Mpa
{20 – 30 kgf/cm2} step – wise for every 5 min. until it reaches the maximum
working pressure. To increase the pressure step wise, control it by relief valve or
apply an appropriate load to the pump. Thereafter, operate each circuit for
about 5 min. and replace the return filter element with a new one or clean it.
6) When the test run is over, reset the relief valve to the original state
7) The discharge test should be conducted under both loaded and no loaded
conditions. Make sure the lift and tilt speeds are normal
04/08/2019
14. TROUBLESHOOTING
04/08/2019
14. TROUBLESHOOTING
04/08/2019
14. TROUBLESHOOTING
04/08/2019
14. TROUBLESHOOTING
04/08/2019
Steering cylinder
Tilt Control
cylinder valve
Orbitrol
Check
Lift valve
cylinder
Flow
control
valve
Flow
priority
valve
Return
filter Pump
04/08/2019
VII. LOAD HANDLING SYSTEM C
The load handling system uses a two –
stage, roller type telescopic mast
B
assembly consisting of an outer
mast, an inner mast and a
carriage
MAST CHANNEL
CONFIGURATION A
Cross section of outer channel
A : 225 mm [8.9 in.]
B : 50 mm [2.0 in.]
C : 100 mm [3.9 in.]
04/08/2019
A
MAST CHANNEL CONFIGURATION
Cross section of inner channel
A : 225 mm [8.9 in.]
B : 50 mm [2.0 in.]
C : 100 mm [3.9 in.]
D : 45 mm [1.8 in.] D
04/08/2019
2. OUTER AND INNER MAST
The outer and inner masts are of
welded construction. The
bottom of the outer mast is
provided with a support by
which the mast assembly is
installed on the drive axle
The middle of the outer mast is
supported on the frame
through the tilt cylinder. The
mast assembly is tilted
forward and backward by
operation of the tilt cylinders.
The outer mast channel has a ] –
shaped section and is
provided with end rollers and
side rollers at their upper
parts
The inner mast channel has a J –
shaped section and is
provided with end rollers and
side rollers at their lower
04/08/2019
parts
3. CARRIAGE
The carriage has end
rollers that roll
along the inside of
the inner mast
channels, each
installed on the
end roller shaft
through a bearing
with a snap ring.
The end roller
shafts are welded
to the carriage.
The side rollers
that roll along on
the inside collar of
each inner mast
channel are bolt
04/08/2019 fitted, being shim
4. SHIM ADJUSTING LIFT CYLINDER

INNER MAST CHANNEL
ROD
Whenever the lift cylinder, inner or
outer mast is replaced with new
one, adjust the length of the lift SHIM
cylinder rod in the following
procedure:
1) Install the piston head on the rod of
each lift cylinder without using any
LIFT
shim. CYLINDER
2) Slowly extend the lift cylinder rods
and check the difference of the time
till each of the right and left cylinder
rods reaches the end of stroke.
3) Add shims between the piston head
and rod which stopped first. Shim
thickness : 1 mm [0.039 in.]
04/08/2019
CHAIN
4) Repeat the steps (2) and (3)
until the right and left cylinder
rods stop at the same time.
ANCHOR
5) Lower the forks on the ground PIN
or floor surface and tilt the
mast to the full – back tilt
position. Adjust the tension
ADJUSTMENT
between the right and left NUT
chains to the same value using
the chain anchor pin at the
mast side.
LOCK NUT
04/08/2019
5. ADJUSTING CARRIAGE HEIGHT
1) Park the truck on level surface and tilt Inner mast
the mast back to the full
2) Adjust the projection of the carriage’s
lower end roller to the value shown in
the table, using the chain anchor pin at
Carriage Outer mast
the mast side
Fork
Dimension [A]
Truck model Mm [in] ± 5 mm [0.197 in.]
FD 180 – 2 10 [0.39] End roller
FD 200 – 2 40 [1.57]
04/08/2019
6. REMOVING CARRIAGE
1) Put a load of about 1 ton on the pallet and insert the forks into the pallet.
2) Move to a level surface and lower the forks on the ground.
1 ton
04/08/2019
3) Remove the lift chains in the

following procedure:
a) Lift the lift chain by an area near
the sheave, using a wire.
b) Remove the cotter pin of the
chain anchor pin and then remove
the lock nut and adjustment nut
c) Lower the chain gradually to
remove the chain from the sheave
4) Extend the lift cylinder rod and
raise the inner mast until the
upper end rollers of the carriage
leave the inner mast.
This part
5) Drive back to separate the
carriage from the mast.
04/08/2019
7. REINSTALLING CARRIAGE
1) Make sure the inner mast is the same
position as when the carriage was
removed.
2) Bring the truck near the carriage and
stop the truck so that each end roller
of the carriage is aligned with the
center of each outer mast
3) Lower the inner mast gradually and
adjust the carriage and truck position
so that the rollers are settled in the
inner mast
4) Reinstall the lift chain in a sequence ROPE
opposite to disassembly.
5) Adjust the lift chain tension
04/08/2019
7. REPLACING SIDE AND END ROLLEDS OF THE MAST
1) Park the truck on a level surface and lower the forks on the ground.
2) Apply the parking brake, tilt the mast back to the full and shut off the engine.
3) Block front and rear wheels as shown in this fig
ROPE
04/08/2019
4) Remove the lift cylinders in the following

procedure:
a) Remove the high – pressure piping from
the lift cylinder
b) Remove the bolts securing the lift cylinder
in its lower part.
c) Remove the rod connecting pin from the
upper part of the inner mast channel
d) Tie each lift cylinder to the mast with
ropes
e) Lift the inner mast channel with a crane
and separate the rod from the inner mast
channel.
f) Untie the rod of one side used in step 4,
ROPE
lift the lift cylinder with a crane and
remove it from the mast. Untie the rope of
the other side and lift the lift cylinder with
a crane and remove it from the mast
04/08/2019
5) Remove the bolts

securing the inner
channel and bracket
and lower the inner
mast channel until
the side rollers come
out of the channel
END ROLLER SHIM SHAFT
SNAP RING
SIDE ROLLER
SUPPORT
04/08/2019
6) Replace the lower side rollers of the inner mast channel in the following manner:
a) Remove the support mounting bolts and removed the side roller assembly. Put
the removed shims in order for reuse
b) Remove the grease fitting- side rollers along with the spacer and oil seal
c) With the new oil seal, install a new side rollers on the shaft, along with the
spacer and support.
d) With the shims which were removed in step (a) install the side roller assembly
and fill grease.
7. Remove the snap rings from the lower end rollers of the inner mast channel and
remove the end rollers using a puller
8. Install new end rollers and secure with snap rings
9. Replace the upper side rollers of the outer mast channel in the following
manner:
a) Remove the support mounting bolts and remove the side roller assembly. Put
the removed shims in order for reuse
b) Remove the elbow- side support from the shaft and then remove the side roller
along with the spacer and oil seal
c) With a new oil seal, install a new side roller on the shaft, along with the spacer
and support
d) Install the side roller assembly using the shims which were removed in step (a)
04/08/2019
SHAFT
10) Remove the snap ring
from the shaft and
remove the end roller
using a puller.
END ROLLER 11) Install a new end roller
and secure with the snap
SIDE ROLLER ring
12) Lift the inner mast so
SUPPORT that the rollers are
settled inside the inner
mast channel, using
SNAP RING caution not to lose the
slippers
13) Lift the inner mast
further until it contacts
the bracket. Secure the
bracket inside the inner
mast channel.
04/08/2019
14)Lift the inner mast 500 mm[19.7 in] and install the lift cylinders in the
following manner:
a) Put the right side lift cylinder on the outer mast support and secure
the lower part of the cylinder with a bolt
b) Tie the upper part of the cylinder to the outer mast with a rope
c) Install the left side lift cylinder in the same manner
d) Lower the inner mast gradually and install the rod to the inner mast
channel while adjusting the lift cylinder position
e) Connect the rod and inner mast channel with pins
f) Install the high pressure piping and untie the ropes
04/08/2019
8. REPLACING SIDE
SIDE ROLLER SHIM AND END
ROLLERS OF
CARRIAGE
1) Remove the
SHAFT
carriage from
the mast
2) Remove the
SUPPORT snap rings from
the shaft and
END ROLLER then remove the
end rollers using
a puller
3) Install new end
rollers and
secure with the
snap rings
04/08/2019
4) Replace the side rollers in the following manner
a) Remove the support mounting bolt and remove the side roller
assembly. Put the removed shims in order for reuse
b) Remove the grease fitting side support from the shaft and then
remove the side roller along with the spacer and oil seal
c) With a new oil seal, install a new side roller on the shaft, along with
the spacer and support
d) Install the side roller assembly using the shims which were removed
in step (a). Fill grease
e) Install the carriage on the mast
04/08/2019
9. INSPECTING LIFT CHAINS
1) Check for lubrication visually
if the lift chain surface is contaminated with wear dust or
locks red or duck brown, it suggests that it is poorly
lubricated. Lubricate the lift chains at period intervals
(every 200 h)
2. When trying to lubricate the lift chain, loosen it and apply
genuine TCM oil (chain coat M super Multi) . After
application, lift the forks to the maximum height a few
Points to be
lubricated times to permeate oil through all the pins
Note : do not use grease for this purpose
Areas where cracks

tend to develop
Areas where cracks

tend to develop
04/08/2019
3. Check the link plates for cracks and if any one

of the link plates of the chain shows cracks,
replace the chain
4. Check the link plates for wear and if any one of
the link plates is worn 5 percent in width from
Wear at plate edge
that of a new link plate, replace the chain
Dimension [B] Dimension [B]

Truck model Standard Limit
FD 180 – 2 47.7 mm [1.88 in] 45.3 mm [1.78 in]
FD 200 – 2 47.7 mm [1.88 in] 45.3 mm [1.78 in]
04/08/2019
5. If the connection pins ROTATION OF PIN
of any link plates are

turned from normal
position, replace the
entire chain
6. Check the chain
Normal Rotation
anchor pin holes for
wear or deformation.
If defective, replace
the chain anchor pin
with a new one
04/08/2019
A B
B
D (10 link)
Nominal designation Standard Limit
Truck model
of chain
A C
Standard Limit
7. FD 180 – 2the elongation of the chain 50.8

Measure 47.7 the specified
and if it exceeds 45.3 7.2 508 the523
length, replace chain
FD 200 – 2 mm mm mm mm mm mm
with a new one. WhenBL 1646
measuring the chain length, lift the forks from the ground and
measure the length of 10 – link pins
04/08/2019
8. If the chain shows bend or twist as shown in this fig. replace the chain with new one
Bend Twist
04/08/2019
VIII. ELECTRIC WIRING
The electric components of the truck are wired through several types of wire harnesses and
color coded by circuit (wire number)
The wire harnesses are connected with connector (2 types) or screw.
04/08/2019
04/08/2019
04/08/2019
THANKS
04/08/2019

Service Manual FD300

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Service Manual FD300

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04/08/2019

SERVICE MANUAL FD 300-3

STATE TURBOCHARGER ALTERNATER

RETURN FUEL TANK

FUEL LEVER SENDER

Capacity : 600 liters

View locking from B

STATOR HUB SEAL RING

PISTON WAVE SPRING OUTER DISK INNER DISK

CLUTCH SHAFT ASSEMBLY IN OPERATION

Clearance WAVE SPRING

CLUTCH SHAFT ASSEMBLY NOT IN OPERATION

SEAL RING INNER DISK

FWD/REV CLUTCH SHAFT ASSEMBLY

1ST SPEED CLUTCH

1ST /3RD SPEED CLUTCH SHAFT ASSEMBLY

SNAP RING WAVE SPRING INNER DISK OUTER DISK BALL

2ND SPEED CLUTCH SHAFT ASSEMBLY

FLOW SENSING SPOOL

SPRING, OUTER SPRING OUTER

LOAD PISTON H LOAD PISTON L

From PUMP ACCUMULATOR

INLINE FILTER OIL COOLER

OUTLET OIL PRESSURE 343 (3.5) (49.7)

INLET OIL PRESSURE

OUTLET OIL PRESSURE

HYDRAULIC OIL PIPING

OIL LEVER PLUG

WHEELS MOUNTED ON WHEEL HUB

04/08/2019 FINAL REDUCTION GEAR

04/08/2019 BRAKE LAMP SWITCH

From CHARGING VALVE

PLUNGER To SLACK ADJUSTOR

(1) When the brake is not applied

built – in spring. The

BRAKE VALVE (right)

Piston rod “O” ring Collar Du bushing

KNUCKLE KNUCKLE 13. STEERING AXLE

Thrust “O” ring King pin Cap

3) Remove the rotor set from housing. ‘O’ ring

‘O’ ring Rotor set

4) Remove the spacer place and the

9) Remove the spool and sleeve from the housing in the

3. Align the grooves in the spool with

4. Insert the pin through the spool

6. Install the thrust bearing and

“O”RING 8. Install the seal gland bushing in

9. Hold the housing in a wise. Make

10. Install the “O” ring on the

PORT SURFACE DRIVE

12) Install the “O” ring on the rotor set

This step is important.

14) Install the

Note: Each complete

Cross section view A-A

TILT LEVER LIFT LEVER

PACKING WEAR RING

“O” RING SPRING PISTON

DUST SEAL PACKING BUSHING PACKING PISTON ROD

4) Mounting flange, cover and Suction Shaft contact

13. TEST RUN

13. TEST RUN

4. SHIM ADJUSTING LIFT CYLINDER